JP5084506B2 - Starting the automatic gearbox starting gear - Google Patents

Abstract

A method and a apparatus for operating an automatic synchronized transmission for motor vehicles. The transmission having a countershaft design, with a countershaft parallel to input and an output shafts, which communicate with each other and the countershaft by means of gear wheel pairs. The transmission further having at least one coupling and synchronization device for at least one idler gear, with the aid of which at least one idler gear can be rotationally fixed to a transmission shaft, such that when the motor vehicle is stationary and a starting gear is engaged, torque of the countershaft is not drive-effectively reduced. Thus, ensuring that when the starting gear is engaged, no undesired acceleration of the vehicle occurs.

Description

  The present invention relates to a method and an apparatus for operating an automatic synchronous transmission with a countershaft design according to the superordinate conception of claims 1 to 10.

  Automatic synchronous transmissions with a countershaft design have been used for a long time in various vehicle types. For example, DE 10242823 A1 discloses an automatic switching transmission with a countershaft design. There, the input shaft and the output shaft are arranged coaxially and parallel to the countershaft. The drive torque of the input shaft can be selectively transmitted to the output shaft via the fixed gear pair on the input shaft and the counter shaft, and the idle gear (idler gear) -fixed gear pair specific to the gear stage of the counter shaft. It is. Alternatively, it can be transmitted to the output shaft by direct mechanical coupling of the input shaft and the output shaft.

  In addition, this known transmission has a coupling device. Thereby, the idle gear can be coupled to the output shaft in terms of driving technology in order to carry out a specific transmission switching process. In order to synchronize the rotational speed, a transmission brake is further provided. Thereby, the transmission gear can be decelerated for performing the upshifting process. The transmission brake is configured on the entire transmission coupling device in order to reduce manufacturing costs and optimize the structural space. On the other hand, another coupling device is free from a braking device or a synchronization device.

  The disadvantage of this automatic synchronous transmission is that undesired acceleration can occur when the starting gear stage is turned on at stop or at low speed. This occurs when the starting clutch is engaged before the gear is turned on and the vehicle is not locked against unwanted movement. The reason for this is that in order to allow the start gear stage (starting gear stage) to be turned on, the countershaft rotation speed is almost zero (the automobile is stopped and the transmission output is also stopped). It must be reduced). For this reason, the kinetic energy of the countershaft is reduced via the transmission. This of course has the consequence that some of the kinetic energy of the countershaft leads to acceleration of the transmission output. This causes unwanted vehicle acceleration.

  Against this background, the present invention operates an automatic synchronous transmission with a countershaft design so that unwanted vehicle acceleration does not occur when the vehicle is stopped and when the starting gear is engaged. It is an object of the present invention to provide a method and an apparatus for the above.

  The solution to the above problem is given by the characterizing portions of claims 1 and 10 of the claims. Advantageous embodiments and further embodiments of the invention can be taken from the subclaims.

  In the present invention, when the starting gear stage is turned on when the automobile is stopped, the undesired automobile acceleration is performed so that the torque of the countershaft has no driving action when the automobile is stopped and when the starting gear stage is turned on. It is based on the recognition that it is suppressed when it is reduced.

  Particularly preferably, when the actual torque of the countershaft is larger than a predetermined boundary torque at which the acceleration of the vehicle is fixed without operating the actuator below the actuator, the actuator of the vehicle drive train from the transmission to the vehicle drive wheel is It is actuated to reduce the torque of the countershaft so that there is no driving action.

  For example, when the start gear stage is turned on, the brake is operated in the closing direction, and when the actual torque of the countershaft is lowered below the boundary torque value, the brake is operated in the release direction. The operation of the control device to the brake actuator in the drive wheel of the vehicle results in a reduction in countershaft torque. In this case, such an actuator preferably acts on a device that can reduce the drive torque, for example by friction.

  Preferably, in this way, it is possible to modify already installed automobile equipment, for example brake control devices, service brakes and / or parking brakes. And with only a few additional modifications, undesired vehicle acceleration is suppressed when the starting gear is engaged. This additional modification can be realized by a hardware solution or a software solution.

In a further preferred embodiment of the invention, the countershaft torque is braked and reduced by the second synchronizer. Preferably, in this case, the second synchronizer provides synchronization via a gear, which has a smaller gear ratio than the starting gear. This process deformation (Verfahrensvariante) thereby reduces the torque of the countershaft through the synchronization of gear stages having a gear ratio (n _Antrieb / n _Abtrieb ) smaller than the gear ratio of the starting gear stage. Only when the countershaft is almost stopped, the original starting gear is turned on. As a result, it is achieved that the torque acting on the output unit based on the small gear ratio is smaller than when the starting gear stage is synchronized. In this case, the torque generated during the synchronization process is preferably insufficient for moving a stationary vehicle. This is because physical values, especially the motor's static friction and moment of inertia, counteract such movement. For this reason, unwanted vehicle acceleration does not occur. Preferably, a gear stage having a gear ratio smaller than the gear ratio of the starting gear stage is provided via a further einschaltbar gear stage.

  In a further preferred embodiment, when the starting gear stage is turned on, the synchronization of the first synchronizer is operated by a certain force, which is caused by the torque generated during the synchronization process maintaining the stop of the vehicle. It is selected to be small enough to be applied to the drive wheel (52).

  Preferably, the force depends on the static friction force on the road surface of the drive wheel of the vehicle and / or depends on the moment of inertia of the vehicle and / or depends on the longitudinal inclination of the vehicle, Selected.

  As described above, when the starting gear stage is turned on, the synchronization is made (acted) with a force suitable for only a few operating conditions. The torque generated at the transmission output depends in particular on the force that activates this synchronization. This force is therefore sufficient for the torque generated during the synchronization process to move the stationary vehicle because the physical values, especially the vehicle's static frictional force and moment of inertia, counteract such movement. Is not selected. For this reason, unwanted vehicle acceleration does not occur.

  Preferably, the longitudinal inclination of the vehicle can be measured by a tilt sensor. It is held, for example, in an airbag activation system for operating an airbag. Alternatively, a separate tilt sensor can be provided for this purpose.

  According to the features of claim 10 of the device claim, which is an independent claim, connected via a sensor wiring to a torque sensor on the countershaft of the synchronous transmission and a sensor for measuring the speed of the vehicle, the control A brake control device coupled with an actuator, so that the torque of the countershaft is reduced so as not to drive through the wiring, and when the vehicle is at a standstill, and the starting gear of the synchronous transmission The above method is implemented, wherein when the actual torque of the countershaft of the synchronous transmission is larger than a predetermined boundary torque, the brake control device can transmit a signal to the actuator when being put into the stage. It is a device for doing.

  The signal relating to the start gear stage can be supplied from the transmission control device to the brake control device. It is also possible to integrate the brake control device with the transmission control device.

  The actuator is configured, for example, as an automobile service brake and / or a parking brake actuator.

  It is also practical that an actuator for the operation of the second synchronizer is provided for braking. This second synchronizer is further preferably arranged on the gear stage gear pair. It forms a gear ratio that is smaller than the gear ratio of the starting gear stage.

  When this device is used, it is preferable that undesirable vehicle acceleration does not occur when the start gear stage is turned on when the vehicle is stopped or substantially stopped. Unwanted vehicle acceleration can be due to the residual torque on the countershaft.

  The present invention will be further described in detail based on the embodiments. This is accompanied by a description of the figure. In the only figure, a schematic diagram of an automatic synchronous transmission with a countershaft design is shown.

  In the synchronous transmission 1, an input shaft 2 and an output shaft 3 coaxial with the input shaft 2 are arranged in parallel to the counter shaft 4. The input shaft 2 can be coupled to a driving machine 6 of an automobile via a clutch 5. On the countershaft 4, countershaft gears 10, 12, 14, 16, 18, 20 are seated that do not rotate and cannot move axially. They mesh with the main shaft gears 10 ', 12', 14 ', 16', 18 ', 20', respectively. Here, all the main shaft gears are formed as idle gears. Between the idle gears, there are synchronizers 30, 30 ′, 30 ″, 30 ″ on the transmission output shaft 3. A sliding sleeve acting on both sides and a sliding sleeve acting on one side constitute a part thereof, and they are arranged on the transmission output shaft 3 so as to be movable in the axial direction without rotating. During the transmission switching process, each sliding sleeve is moved in the axial direction by an actuating device (not shown).

  In order to suppress unwanted vehicle acceleration when the starting gear stage is turned on in a stopped or low speed state of the vehicle, the existing residual torque of the countershaft 4 must be reduced in advance. In the embodiment of the present invention, the torque reduction of the countershaft 4 is indirectly reduced by the action of a suitable electronic brake control device 40.

  In the illustrated embodiment, the brake control device 40 is connected to a conventional service brake (service brake) 42 via a control wiring. Furthermore, the brake control device 40 can be connected to a parking brake (not shown) based on similar signal technology. Further, the brake control device 40 is connected to the measurement sensors 44, 46, 48, and 50 through sensor wiring in order to acquire automobile state data.

  In the present embodiment, a rotation speed sensor 44 for acquiring the rotation speed of the drive wheel 52 is included in the measurement sensor. If the rolling diameter is recognized from the rotational speed or the rotational speed of the drive wheel 52, the traveling speed of the automobile can be calculated without any problem. Furthermore, a tilt sensor 46 is provided to obtain the actual longitudinal tilt of the automobile. Further, a static friction force sensor 48 is provided. It measures the actual static friction force of an automobile drive wheel on the road surface by means of physical automobile data. Subsequently, a torque sensor 50 is provided. It measures the torque of the countershaft 4. Further, when the starting gear stage is turned on, a signal 54 is supplied to the brake control device 40.

  Based on the output data of the drive wheel-rotation speed sensor 44, the brake control device 40 determines whether or not the automobile is in a stopped state or a stopped state. Based on the output data of the torque sensor 50, the brake control device 40 determines whether or not the actual torque of the countershaft 4 exceeds a preset boundary torque value. The output data of the tilt sensor 46 and the static friction force sensor 48 serve to measure the torque applied to the drive wheel 52 that will be sufficient to undesirably accelerate the vehicle. Based on the input data of the sensors 44, 46, 48, 50 and the signal 54, the brake control device 40 indicates that the automobile is in a stopped state or almost stopped state, the start gear is turned on, and the countershaft 4 When measuring (determining) that there is a torque greater than the boundary torque, which makes the vehicle undesired vehicle acceleration, the brake controller 40 causes the service brake 42 to have a sufficiently large brake element. The static frictional force acts on the drive wheel 52. This eliminates unwanted acceleration of the car. When the countershaft is reduced below its boundary torque with respect to its actual torque, or when the synchronization process of the synchronous transmission 1 is completed, the service brake 42 is released again.

  When the starting gear is turned on, the brake control device 40 therefore acts on the service brake 42 of the vehicle for a short time. This suppresses unwanted vehicle acceleration. Thereby, the residual torque of the countershaft 4 that may be present can be reduced quickly and easily without the aid of additional structural parts. After the torque of the countershaft 4 is reduced or substantially reduced, the operation of the brake control device 40 is terminated.

Schematic of automatic synchronous transmission with countershaft design.

Claims (11)

A method of operating an automatic synchronous transmission (1) with a countershaft design for an automobile, comprising a countershaft (4) mounted parallel to an input shaft (2) and an output shaft (3). ,
The input shaft (2) and the output shaft (3) together with the countershaft (4) are connected to each other via a gear pair or are connectable to each other, and
At least one first synchronizer (30, 30 ′, 30 ″, 30 ″ ′) is connected to at least one idler gear (10 ′, 12 ′, 14 ′, 16 ′, 18 ′, 20) of the transmission (1). '), Whereby the at least one idler gear can be fixedly connected to the transmission shaft (3);
When the automobile is stopped and the start gear is turned on, the torque of the countershaft (4) is reduced through the brake device so that there is no driving action,
Actual torque of the counter shaft (4) is, when the actuator without operation of the brake device is larger than a predetermined boundary torque motor vehicle will be accelerated at the time of turn-on of the start gear, the actuator of brake device, the counter shaft (4) The method is actuated to reduce torque until it is less than the boundary torque. When the starting gear stage is turned on, it is operated in the closing direction, and the actual torque of the countershaft (4) is lowered below a predetermined boundary torque that the vehicle accelerates when the starting gear stage is turned on without actuator operation. When the brake control device (40) is operated in the releasing direction, the torque of the countershaft (4) is reduced by the operation of the brake control device (40) to the brake actuator in the drive wheel (52) of the automobile. The method of claim 1, wherein: 3. Method according to claim 2, characterized in that the brake control device (40) acts on a brake actuator of a service brake and / or a parking brake of an automobile. The torque of the countershaft (4) is braked and reduced by the second synchronizer,
The second synchronizer provides synchronization via a gear stage;
The method according to claim 1, wherein the gear stage has a smaller gear ratio than the starting gear stage. 5. The method according to claim 4, wherein the gear stage having a gear ratio smaller than the gear ratio of the starting gear stage is provided via a further einschaltbar gear stage. When the starting gear is turned on, the synchronization of the first synchronizer is achieved by a force selected such that the torque generated during the synchronization process is applied to the drive wheel (52) to maintain the stop of the vehicle. The method of claim 1, wherein the method is operated. Said force is selected depending on the static friction of the drive wheel (52) of the vehicle and / or depending on the moment of inertia of the vehicle and / or depending on the inclination of the vehicle. The method according to claim 6. Via sensor wiring, connected to a torque sensor (50) in the countershaft (4) of the synchronous transmission (1) and a sensor (44) for measuring the speed of the vehicle,
The signal (54) can be supplied via turning on the starting gear stage,
It is coupled with the actuator (42) via the control wiring so that the torque of the countershaft (4) is reduced so as not to drive.
A brake control device (40),
When the vehicle is in a stopped state and when it is put into the starting gear stage of the synchronous transmission (1), the actual torque of the counter shaft (4) of the synchronous transmission (1) is the same as that of the starting gear stage without actuator operation. The signal can be transmitted to the actuator (42) by the brake control device (40) when the vehicle is larger than a predetermined boundary torque that accelerates the vehicle when the vehicle is turned on. An apparatus for carrying out the described method. 9. The device according to claim 8, characterized in that the actuator is configured as a brake actuator for motor vehicle service brakes (42) and / or parking brakes. An actuator for operation of the second synchronizer is provided;
The second synchronizer provides synchronization via a gear stage;
10. The device according to claim 9, wherein the gear stage has a smaller gear ratio than the starting gear stage.   9. Device according to claim 8, characterized in that a tilt sensor (46) is provided for obtaining the longitudinal tilt of the actual motor vehicle.

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